Railway signaling.



H. W. GRIFFIN.

RAILWAY SIGNALING. APPLICATION FILED JULY 24. l9l3.

1,215,522. Patented Feb. 13, 1917.

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UNITED STATES PATENT @EETQE.

HENRY IV. GRIFFIN, OF NEW YORK, N. Y., ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY SIGNALING.

Patented Feb. 13, 1917.

Original application filed January 27, 1913, Serial N 0. 744,367. Divided and this application filed Ju1y 24,

. 1913. Serial No. 780,993; I

To all whom it may concern Be it known that I, HENRY W. GRIFFIN, a citizen of the United States, residing at New York city, in the county and State of New York, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to railway signahng and particularly to signaling for stretches of single track over which traffic moves in both directions.

The present application is a division of my copending application filed January 27, 1918, Serial No. 744,367 for railway signal- 111 1 will describe one form of railway signaling embodying my inventionand will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing a stretch of single track having applied thereto one form of signaling embodying my invention.

Referring to the drawing, A designates the track rails of a stretch of single track over which traffic moves in both directions. The track rails of the stretch A are electrically separated from the adjoining track 'rails by insulations 27. The stretch A is provided with a track circuit comprsing the track rails, a source of signaling current connecting the track rails adjacent the middle of the stretch and two track relays R and R connected with the track rails adjacent the ends of the stretch respectively. As here shown, the source of signaling current is a transformer T, whose secondary is connected with the track rails and whose primary is energized from a suitable source of alternating signaling current which source is not shown in the drawing. Inasmuch as the signaling current is alternating in character the track relays R and R are preferably of a type'responsive only to alternating current; as here shown, they are of the vane type.

With a track circuit arranged as just described, it is well understood that when a car or train enters the stretch from either end, it first opens the track relay adjacent that end, but the track relay adjacent the other end is not opened until the car or train reaches a point near the point of connection 7 of the source of slgnaling current with the governed by by two intermediate signals C and C; signal C is located in advance of signal S, but in the rear of the point at which an eastbound car or train passing through the stretch causes track relay R to open; and, similarly, signal C is located in advance of signal S but in the rear of the point at which a westbound car or train passing through the stretch causes track relay R to open. As here shown, the distance of each intermediate signal C and C from the adj acent end of the stretch is about one-fourth of the distance from the end of the stretch to the middle, although I do not wish to limit myself to this particular location of these signals. Each of the four signals is adapted to indicate stop and proceed. As here shown, each of the end signals S and S is of the semaphore type and each inter mediate signal C and C is of the light type. Each intermediate signal C, O comprises two electric lamps r and g, which lamps are provided with lenses or glasses of different colors; for example, lamp 1' may be provided with a red lens provided with a green lens or glass. It is or glass, and lamp 9 may beunderstood that in accordance with the usual practice, when the red lamp is illuminated and the green lamp extinguished, the signal indicates stop, and when the green lamp is illuminated and the red lamp extinguished, the signal indicates proceed. Each signal 0 and O is controlled by a signal relay E or E, each of which relays is of the polarized type, having a neutral armature and a polarized armature. The circuit for red lamp 1' of signal C is from battery 28, through wires 33 and 34, contact 35 of polarized armature of relay E, wire 36,

lamp r, wire 37, to battery 28. It will be seen that this circuit is closed only when the relay E is energized in such direction as to close contact 35. This circuit is provided with a branch around the contact 35, which branch is from wire 33, through wire 42, back point oi contact 43 of the neutral armature, wire 44: of wire 36. It will be seen that this branch is closed when relay E is deenergized, hence red lamp r is always illuminated when relay E is deenergized. The circuit for lamp 9 is from battery 28, through wire '33, contact-38 of polarized armature, wire 39, from point of coptact of neutral armature, Wire 41, lamp g, wire 37 to battery 28. It will be seen that thisv circuit is closed only when the relay is energized in such direction as to close the contact 38 of the polarized armature. The circuit for green lamp 9 is not provided with a branch; consequently, this lamp is illuminated only when the relay is energized. The circuits for the lamps r and g of signal C are similar to those just explained for signal C.

Signal relay E is controlled by track relay R and signal S is controlled by signal relay E and by track relay R. Similarly, signal relay E is controlled by track relay-R and signal S is controlled by signal relay E and also by track relay R. I will now explain the circuits by which this control of the signal relays and of the signals is accomplished.

46. 46 are sources of current located respectively adjacent the ends of the stretch, the middle points of which sources are connected with common wire 0 and the terminals of which sources are connected respectively with wires 47 and 50. Operatiyely connected with each end signal S and S is a circuit controller adapted to connect one adjacent wire 50 or the other adjacent wire 47 with a wire 57, according as the signal indicates proceed or stop. The circuit for signal relay E is from one termi nal or the other of the battery -16 at the east end of the stretch through wire $7 or 50, circuit controller 15, wire 57, contact 12 of track relay E, wire 48, relay E, wires and 37, common wire 0 to battery ll). It will be seen, therefore, that relay E is ener gized in one direction or the other according as signal S indicates proceed or stop; he circuit controller 455 is so arranged that when signal S indicates proceed, relay E is energized in such direction that its polarized contact 35 is closed; hence the red lamp 9' of signal C is then illuminated and the green lamp g is extinguished, so that the signal 0 then indicates stop. The circuit for signal S is from battery 28, through wire 51, contact 52 of neutral armature of relay E, wire 53, contact 54 of relay R, wire 55, signal S, wire 56, common wire 0 to battery 28. The circuits for signal relay E and signal S are similar to those just traced for signal relay E and signal S.

it will be noted that when the stretch A is unoccupied by a car or train, each end signal S and S indicates proceed and each intermediate signal S and C indicates stop.

The operation of the system is as follows:

Assume that an eastbound car or train passes through the stretch A. As this car or train enters the stretch it opens track relay 3-, thereby opening the circuit for signal S, which si nal then changes to stop indication. The opening of relay R also opens the circuit of relay E so that this relay opens. The opening of relay E opens the circuit for signal S, thereby causing this signal to change to stop indication. This operation of signal S reverses circuit controller l5, thereby reversing the current through relay E, so that the polarized armature of this relay is reversed. Contact 38 of relay E is then closed and contact 35 is opened so that the red lamp r of signal C is extinguished and the green lamp 9 of this signal becomes illuminated.

It will be seen from the foregoing explanation that signals C, C normally indicate stop and that the change of indication of signal C from stop to proceed when an eastbound car enters the stretch A, depends upon the change of signal S from proceed to stop indication. Hence, as the eastbound car or train proceeds into the stretch and finds that signal C indicates proceed, the driver of such car or train knows that signal S at the opposite end of the stretch indicates. stop As the eastbound car or train passes beyond the middle of the stretch, it first opens track relay R and later permits track relay to close. The opening oi relay R opens the circuit of relay E, which latter relay then opens. The opening of relay E causes the green lamp 9 of signal C to be extinguished and the red lamp 1" of this signal to be illuminated. The opening of relay E also opens at contact 52 the circuit of signal so that this signal continues to indicate stop; and the opening of relay R opens the circuit of signal S so that this signal also continues to indicate stop. The closing of relay it permits relay E to close, so that the red lamp r of signal C becomes extinguished and the green lamp 9 of this signal becomes illuminated. When the car or train leaves the stretch A, the closing of relay R closes the circuit of signal S which then changes to proceed indication; it also closes the circuit of relay E, and this latter relay in closing closes the circuit of signal S which signal then also changes to proceed indication. The movement of signals S and S to proceed position reverses contacts 45, thereby momentarily decnergizing relays E and A so that the neutral contacts of these relays open momentarily. Means must be provided for preventing this momentary opening of the contacts from releasing si nals S and S and permitting the signals to return to stop position; and this may be The operation of the apparatus during the passage of a westbound car or tram through the stretch is similar to that just described for an eastbound car or train.

If two cars or trains moving in opposite directions should enter the stretch A at the same time, it is obvious that each would receive a proceed indication at signals S and S, respectively. Hence, both cars or trains would be authorized to proceed into the stretch. Both signals C and C would, however, continue to indicate stop. Hence, both cars or trains would receive a stop indication as they approach these signals. It will be seen, therefore, that it is impossible to bring two cars or trains together in the stretch A.

Each intermediate signal C, C, is preferably located a considerable distance in the rear of the point at which a car or train proceeding through the stretch A from the adjacent end of the stretch causes the track relay at the opposite end of the stretch to open. This location of the signals is preferable for several reasons: First, so that the distance between each end signal and the adjacent intermediate signal can be made uniform for both long and short blocks; second, so that a car or train will not be required to back for a long distance in case it finds an intermediate signal indicating stop; third, so that, the distance between the end signals and the adjacent intermediate signals being short, when a car or train approaches an intermediate signal the driver will not be under the impression that he is approaching a new block section.

Although I have shown and described only one form of signaling embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims, without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track, a source of signaling current connected with the track rails adjacent the middle of the stretch, two track relays connected with the track rails adjacent the ends of the stretch respectively, two end signals located adjacent the ends of the stretch respectively. two intermediate signalslocated respectively on opposite sides of the middle of the stretch, a signal relay for the control of each intermediate signal, a circuit for each signal relay controlled by the track relay which is connected to the portion of the stretch remote from the intermediate signal controlled by said signal relay, and a circuit for each end-signal controlled by the signal relay for the adjacent intermediate signal and also by the adjacenttrack relay.

2. In combination, a stretch of railway track, two track relays connected with the track rails adjacent the ends of the stretch respectively and arranged to be opened successively by a car or train passing through the stretch, the relay first opened remaining open until after the other relay has opened, means for energizing said relays, two end signals located respectively adja-' cent the ends of the stretch, two intermediate signals located respectively in advance of the end signals but in the rear of the point at which a car or train passing through the stretch from said end causes the track relay at the opposite end of the stretch to open, a signal relay for the control of each intermediate signal, a circuit for each signal relay controlled by the track relay for the end of the stretch remote from the intermediate signal controlledby said signal relay, and a circuit for each end signal controlled by the signal relay for the adjacent intermediate signal and also by the adjacent track relay.

3. In combination, a stretch of railway track, two track relays connected with the track rails adjacent the ends of the stretch respectively and arranged to be opened successively by a car or train passing through the stretch, the relay first opened remaining,

open until after the other'relay has opened, means for energizing said relays, two end signals located respectively adjacent the ends of the stretch, two intermediate signals 7 located respectively on opposite sidesof the middle of the stretch, means for controlling each end signal by both track relays and for controlling each intermediate signal by the track relay on the other side of the middle of the stretch, and means for also controlling each intermediate signal by the end signal on the opposite side of the middle of the stretch so that such intermediate signal can indicate proceed only when such end signal indicates stop.

i. In combination, a stretch of railway track, two track relays connected with the track rails adjacent the ends of the stretch respectively and arranged to be opened successively by a car or train-passing through the stretch, the relay first opened remaining open until after the other relay has opened, means for energizing said relays, two end signals located respectively adjacent the ends of the said stretch for governing the entrance of cars or train into the stretch,

two intermediate signals located respec-' tively in advance of the end signals but in the rear of the point at which a car or train passing through the stretch from the said end causes the track relay at the other end of the stretch to open, a polarized signal relay for each intermediate signal, means for controlling each polarized relay by the track relay for the end of the stretch remote from the intermediate signal controlled by said signal relay, a circuit for each end signal controlled by the adjacent track relay and also by a neutral contact of the polarized relay for the adjacent intermediate signal, and means controlled by each end signal for reversing the polarity of the current in the polarized relay on the opposite side of the middle of the stretch according as such end signal indicates stop or proceed,

5. In combination, a stretch of railway track, a source of signaling current connected with track rails adjacent the middle of the stretch, two track relays connected with the track rails adjacent the ends of the stretch respectively, two end signals located adjacent the ends of the stretch respectively, two intermediate signals located respectively on opposite sides of the middle of the stretch, a polarized signal relay for the control of each intermediate signal, a circuit for each polarized relay controlled by the track relay for the end of the stretch remote from the intermediate signal controlled by said signal relay, a circuit for each end signal controlled by the adjacent track relay and also by a neutral contact of the polarized relay for the adjacent intermediate signal and means controlled by each end signal for reversing the polarity of the current in the signal relay for the intermediate signal on the opposite side of the middle of the stretch according as such end signal indicates stop or proceed.

6. In combination, a stretch of railway track, two track relays connected with the track rails adjacent the ends of the stretch respectively and arranged to be opened successively by a car or train passing through the stretch, the relay first opened remaining open until after the other relay has opened, means for energizing said relay, two end signals located respectively adjacent the ends of the stretch, two intermediate signals located respectively in advance of the end signals but in the rear of the point at which a car or train passing through the stretch from the said end causes the track relay at the opposite end to open, each intermediate signal comprising two electric lamps, a polarized signal relay for each intermediate signal, circuits for the lamps controlled by the corresponding polarized relay and so arranged that one of the lamps energized, means for controlling each end signal and the polarized relay for the adjacent intermediate signal by the track relay at the opposite end of the stretch and for also controlling each end signal by the adjacent track relay, and means controlled by each end signal for reversing the polarity of the current in the polarized relay for the intermediate signal adjacent the other end of the stretch according as such end signal indicates stop or proceed.

7 In combination, a stretch of railway track, two track relays connected with the track rails adjacent the ends of the stretch respectively and arranged to be opened successively by a car or train passing through the stretch, the relay first opened remaining open until after the other relay has opened, means for energizing said track relays, two end signals located respectively adjacent the ends of the stretch, two intermediate signals located respectively in advance of the end signals but in the rear of the point at whicha car or train passing through the stretch from the said end causes the track relay at the opposite end to open, each intermediate signal comprising two electric lamps adapted when illuminated to indicate respectively stop and proceed, a

' polarized signal relay for each intermediate signal, circuits for the lamps controlled by the corresponding polarized relay and so arranged that the proceed lamp is illuminated only when the polarized relay is energized in one direction and that the stop lamp is illuminated either when the polarized relay is energized in the other direction or when the polarized relay is deenergized, means for controlling each end signal and the polarized relay for the adjacent intermediate signal by the track relay at the other end of the stretch and for also controlling each end signal by the adjacent track relay, and contacts and conductors controlled by each end signal for causing the polarized relay for the intermediate signal adjacent the other end of the stretch to be energized in such direction as to illuminate its stop lamp or its proceed lamp according as such end signal indicates proceed or stop.

In testimony whereof I afiiX my signature in presence of two witnesses.

7 HENRY W. GRIFFIN.

Witnesses:

FREDERICK KUNEMUND, M. S]. KIRKLAND.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

